Brake-beam



c F. HUNTOON.

BRAKE BEAM.

APPLICATION FILED JULY 28, 1919.

Patented Oct. 5,1920.

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BRA KE BEAM.

APPLICATION FILED JULY 28, I919.

Patented Oct. 5, 1920.

2 SHEETS-SHEET 2.

PATENT OFFICE.

CHARLES F. HUNTOON, OF CHICAGO, ILLINOIS.

BRAKE-BEAM.

Application filed July 28, 1919.

T 0 all whom it may com 061%:

Be it known that I, CHARLES F. HUNTOON, a citizen of the United Statesof America, and a resident of Chicago, county of Cook, and State ofIllinois, have invented certain new and useful Improvements in Brake-Beams, of which the following is a specification.

The main objects of this invention are to provide an improved form ofbrake-beam of a character similar in general to that of the brake-beamshown in my United States Patent N 0. 943,021, which issued December14c, 1909, but differing therefrom very materially in numerous details;to more thoroughly eliminate lost motion in the brake-beam mechanism andespecially in the brake-beam strut connections; to provide such a deviceadapted for ready adjustment to use at either end of a car; to providefor inclining the brake-lever in either direction; to provide animproved form of strut and mounting therefor adapted for reversibletilting; to provide means for positively engaging and supporting thecompressionmember end of the strut, even when the tension member isremoved; to provide an improved form of strut head adapted both to gripthe compression member and to plvotally support the adjacent strut shankend; and to provide an improved form of strut end adapted to facilitatespringing the tension member into place and the reverse.

An illustrative embodiment of this invention is shown in theaccompanying drawings, in which Figure 1 is a plan of the brake-beamexcept that one end is broken away and only the medial part of thebrake-lever is shown, the ends being broken away.

Fig. 2 is a cross section on the line 22 of Fig. 1 and shows an enlargeddetail of the strut and its connection to the compression and tensionmembers of the brake-beam. Fig. 3 is a side view of the rotary strutbarrel.

Fig. at is an end view of the strut barrel looking at the compressionmember end thereof.

Fig. 5 is a section through the compression member and correspondingstrut-head on the line 55 of Fig. 2, the adjacent endof the barrel beingshown in dotted lines. 7

Fig. 6 is a section on the line 66 of Fig. 2.

Specification of Letters Patent.

Patented Oct. 5, 1920. Serial No. 313,739.

Fig. 8 is a section through the compression member strut-head, the strutbarrel being shown by dotted lines.

Fig. 9 is an end view of the compression strut bearing looking asindicated at 9-9 on Fig. 2.

In the construction shown in the drawings, the brake-beam 1 comprises acompression member 2, a tension member 3, and a strut a positionedcentrally between said members. Said strut, for the purpose of readyadjustment as will be explained, is formed for pivotal support on endbearings or heads 5 and 6, the one being designed for engagement withthe compression member 2 and the other for engagement with the tensionmember 3. The usual brake-lever 7 is mounted on the strut fulcrum pivot8, as usual in such devices, said pivot being positioned centrally ofthe rotary barrel 9 of said strut.

The ends of said compression and tension members 2 and 3 are set rigidlyin brake heads 10, where they may be fixed permanently if desired, aswill be understood, though my invention is not concerned with the formof such fastening. When the brake-beam is assembled the compressionchannel 2 is sprung or bowed somewhat by the endwise thrust of the strut4 under pressure of the tension strap 3, whereby said channel is given asomewhat cambered shape, as usual for brake-beams of the generalcharacter here shown.

A wedge-like key 11 is inserted between the inner side of the inwardlyfacing channel 2 and the adjacent end 12 of the strut barrel 9. Saidbarrel end 12 is provided with medially facing shoulders 13 and thestirrup-bearing 5 is provided with corresponding channel facingshoulders 14 for coaction therewith. By these means said channel isclampingly secured rigidly to the stirrup-like part 15 of strutbearing 5and the barrel 9 is secured against longitudinal movement in thegenerally cylindrical part 16 of said bearing, though free to rotatewithin certain limits as determined by the construction of said head andkey 11, as hereinafter described.

The key 11 is much narrower than the trough of channel 2 and is held incentral alinement by projecting shoulders 17 on 7 is a section on theline 77 of bearing 5, one pair on each side, as shown on Figs. 2 and 5.Said key is provided with a. malleable tip 18 adapted for turning up,

as shown in Fig. 5, to engage flange 19 on bearing 5 to lock the keywhen it has been driven wedgingly into place between'parts 15 and 12. gj

' Thepivot-like end 12 of strut barrel 9 is provided with a pair ofoppositely disposed projecting stop shoulders 20 to engage oppositesides of key 11 and so limit the turning of barrel 9 to about 10 fromits medial'position. Each part 20 is formed medially under acorresponding shoulder 13 and reinforces the latter. The shoulders 13are narrower than the shoulders 14:, and when the keys 11 are removedand the barrel suitably turned, 90 from its medial position, theshoulders 13 may pass between shoulders 14:, for removing the barrelfrom its bearing head 5. Said key 11 and shoulders 13 and 14 are soformed and positioned that they carry all of the load and no pressure ispermitted at the point 21. It is to be noted also that the entire loadat the opposite end of barrel 9 is carried on the end face as at 22, nopressure being permitted at 23. The bearing head 6 is held in placesolely by the tension member 3 which is sprung into its.

bearing slot 24 over the edge 25 as will be understood. The bearingheads 5 and 6 are held non-turnably by the beam members 2 and 3.

The method of assembling the brake-beam is as follows: r

With the compression and tension members secured together at their endsand with the strut bearing head on the compression member, the strutbarrel is applied by insertin the corresponding end in the turned endofthe hearing. In doing this the longitudinal shoulders on the barrelhead pass.

between the shoulders on the bearing, after which the barrel is turned90. The next step is to insert the wedge-key between the guide shoulderstherefor on the strut bearing, said wedge being secured by the upturnedtip. which locks it in place. The turning of the barrel is then limitedto about 40 in either direction by the projecting shoulders on oppositesides of the barrel and which are arrested by contact with the sides ofsaid key at the limits of turning.

In order'to remove the barrel from the compression member head, thewedge-key must be removed in order to permit sufficient turning of thebarrel for the retaining shoulders to pass out between the shoulders onthe bearing. 1

When'the barrel is secured in place by the wedge-key, the tension membermay be sprung into place over therelatively low retaining shoulder onone side of the aperture provided to receive the tension meme her on thecorresponding strut bearing head.

l/Vhenthe brake-beam is applied to a truck, the strut barrel is turnedso that the brakelever slot will be inclined at an angle of about 40from the vertical. Owing to the reversibility of the barrel respectingits inclination, a single common form of equipment answers allrequirements.

It is to be observed that this form of brake-beam and especially theconnections for the strut prevent lost motion. This is a most desirablefeature, for in tests of brakebeams and brake rigging any appreciablelost motion counts severely against the device under test. Theimprovedform of strut bearing and the key method of limiting its turning andlocking it in place is positive and simple, is easy to operate and ishighly advantageous.

Although but one specific embodiment of this invention is herein shownand described, it is to be understood that numerous details of theconstruction shown may be altered or omitted without departing from thespirit of this invention as defined by the following claims. 9

I claim:

1. In a brake-beam structure, the combination of a bar and atransversely disposed strut having one end demountably secured to saidbar in limited turning relation thereto, said strut having a socket-likehead fixed to said bar, and said head and the strut end having coactingshoulders adapted to engage for a certain angular zone, and a keyfitting between said head and the end of the strut body adapted toengage said shoulders tightly for eliminating lost motion, and said headand strut body being formed to engage said key to limit the turning ofsaid strut flor maintaining engagement of said shoulcers.

2. A brake-beam, comprising a compression member and a tension member,in combination with a strut having limited turning movement on itslongitudinal axis, thus adapting it for reversibility, and provided withpivotal bearing heads one securedto the compression member and the otherbeing formed and adapted to receive the tension member, the compressionmember head and the corresponding end of the strut being transverselyshouldered on diametrically opposite sides for mutual engagement to prevent longitudinal withdrawal of the strut from said head, and a wedgingkey disposed between said compression member and the adjacent end'ofsaid strut to force said shoulders tightly into bearing engagement.

3. In a device of the character described, a strut barrel and a bearinghead therefor adapted to receive an end of said barrel in longitudinallypivotal relation, said head having spaced inward transverse-shouldersand the coacting barrel end having corresponding spaced shouldersadapted to engage the first mentioned shoulders when the barrel isturned to one position and to pass between them when the barrel isturned to another position, whereby the barrel is held releasably.

4. In a device of the character described, a brake-beam member incombination with a strut having one end secured turnably and detachablyto said member and includ ing a barrel and a bearin head, the latterbeing fitted to embrace and slide lengthwise of said member and havingguide shoulders, a key fitting between said shoulders and fittingwedgingly between said member and the adjacent end of said barrel, meanson said head and barrel to prevent separation when the latter is turnedto one position,

and stop means on said barrel to engage said key to limit turning of keyis in place.

5. A brake-beam, comprising a resilient compression member and a tensionmember having their corresponding brake-head ends secured rigidlytogether, in combination with a strut having a pair of rigid heads, oneat each end, to engage said compression and tension membersrespectively, the tension member head having an outwardly facing shallowchannel part adapted to receive the tension member, and a wedging key inthe compression member head disposed for the barrel when the settingbetween said compression member and the adjacent end of said strut, saidstrut end and the corresponding head being shouldered segmentally tonormally oppose longitudinal separation, and to permit separation at anabnormal medial position.

6. A reversible strut for brake-beams, comprising a barrel bar providedwith bearing heads adapted for supporting said bar rotatably on itslongitudinal axis, said heads being adapted for engaging centrally thecompression and tension members respectively of the brake-beam, said barbeing provided with a key way and key at one end to limit the turning ofsaid strut, said key being wedge shaped and arranged to take up wear andlost motion.

7. A reversible strut for brake beams, comprising a barrel formed withpivotal ends adapted for axial turning of the strut, one end having apair of oppositely disposed outwardly projecting longitudinal ribs, theinner ends of which are adapted to serve as stop shoulders to preventlongitudinal movement of the strut, and said ribs being adapted also toserve as stops to limit rotary oscillation on the main axis of thestrut.

Signed at (Jhicago this 24th day of July,

CHARLES F. HUN TOON

